Tractor.



L. C. SHARP.

THACIOR.

APPLICATION FILED JULY Z7. 1916- Patented Oct. 8, 1918.

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L. C. SHARP.

TRACTOR.

APPLICATION FILED IULY 21. |916.

Patented ont. 8, 1918.

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L. C. SHARP.

TRACTOR.

APPLICATION HLED JULY 21.1916.

.UNITED STATES TATTNT OFFICE.

'LEE c. SHARP, or PLATTSMOUTH, NEBRASKA.

To all whom it may concern:

n Be itknown that I, LEE C. SHARP, a citizenof the United States, and a resident of Plattsmouth, in the county of Cass and State of Nebraska, 4have invented certain new and useful-Improvements in Tractors, of which therfollowing is a specification.

My invention relates to the general class ofi` self-propelled vehicles, and particularly to machinesorf this class driven by internal combustion engines and adapted for pulling other vehicles, such as agricultural machines, and for furnishing power for the `operation of machinery at fixed locations. It' is the object of' my invention to provide a simple,

f inexpensive and efli'cient machine of this class; to provide therefor a light and rigid framework, relatively higlr driving and steering wheels` adapting the same for passage over rough ground, an arrangement of the frame and wheels such as to secure Va low center of gravity and insure stability when turning corners and on sloping ground, and simple easily-controlled power-transmitting devices, between the engine and the driven partsl A further object of my inventio-n is to provide a frictional variable-speed powertransmission mechanism having a single control-lever for setting the same for various speeds iand'also' for engaging and disengagingthe friction-wheel and friction-plate. A further object of my invention is to provide in such a power-transmission mechanism means for directly engaging and receiving the-thrust of the friction-plate near the peripheral part `thereof and for moving the same' into engagement with the frictionwheel. Furtherand more particular objects of my invention will appear hereinafter;

In the accompanying drawings Figure 1-is a side view ofl a machine embodying my invention, the adjacentv driving-wheel being removed, Fig. 2 is aplan view ofy the machine, Fig. 3 is a rear elevation of the same, Fig. 4L is a detail side view of parts of the power-transmission mechanism and controlling devices therefor, Fig. 5 is a similar view showing theparts in different positions, Fig. Gis a. detail horizontal axial section through one ofthe pressure-wheels for receiving the thrust of the friction-plate at the peripheral part thereof, and Fig. 7 is a` detail transverse vertical section ofthe transmission-shaft on the plane of the line of Fig. 2.

In the illustrated.embodiment of my invention, there is a .main frame' of which the g 4Specification of Letters Patent.

TRACTOR.

Patented Oct. 8, 1918.

'Application led July 27, 1916. Serial No. 111,639.

principal member is a continuous metal bar of rectangular cross-section, comprising parallel side-portions 1 connected at their rear ends by a transverse portion 2, and having at their front ends a V-shaped integral connecting portion 3, as shown inFig. 2. On the inner side of said portion 3, at the center thereof, there is secured a U-strap le forming an eye for convenience in coupling the frame to that of another machine or vehicle in front of the same. Between the intermediate portions of the side-members 1 there is a cross-beam 5, and a like cross-beam 6 is arranged between said side-members near the rearward ends thereof, the ends of said crossbeams 5 and -6 being rigidly secured to the members 1, and' extending below the same as shown in Figs. 1 and 3. To the lower cndportions of said cross-beams 5 and 6 there are secured the ends of the lower side-bars 7 which extend parallel with and in spaced relation to the members 1, being connected therewith at intermediate points by vertical strut-plates 8. To the lower edges of the side-bars 7 there are secured the edges of a large bottom-plate 9 which extends horizontally between them, forming a transverse bracing-member andl a pan beneath `the engine and transmission mechanism. At the front end of the plate 9 a portion 10 is extended up to the level of the loweredges of the members 1. Between the strut-plates 8 and the rear cross-beam 6 the-re is secured to the side-bars 1 and 7 the lower ends of a vertically disposed arch-beam 11 which carries on its upper portion the dash-plate 12. To the upper part of the arch-beam 11 at one side there is secured a bearing 13 for the rearward portion of an inclined shaft 14 which carries the steering hand-wheel 15 at the end thereof, as shown. Near the same side of the machine there is secured to the rear transverse frame-bar 2 a vertical post 16 which carries at its upper end thedrivers seat 17. At points alined transversely with the strut-plates 8 there are secured to the side-bars 1 the ends of an arched bridgemember 18, in the upper central portion of which there is formed a bearing 19 for the transmission-shaft 20. To the ends of said bridge-member, above the side-barsl, there are secured bearings 21 in which the rear axle 22 its revolubly, the central part of said axle passing beneath the bearing 19. The drive-wheel 23 is fixedly secured to said axle 22 and the other drive-wheel 24 is mounted revolubly on the opposite end of the axle. The wheel 24 andthe axle 22 are both connected, by a suitable l( liiferentialgear device, with the large bull-gear which is positioned concentrically with the axle between the wheel v24 and the adjacent side of the frame, as shown. The ends ofthe front axle 26 are iixedly connected with the front portions of they side-bars 1, being further attached thereto by the brace-bars 27 shownfin Fig. 2. At thecentral portion of the axle 26 an annular hub-member 28 is disposedv around the same and pivotally con'- nected therewith so as lto be swingable about a vertical axis..` The front wheel or steeringwheel 29 of the vehicle isV mounted revolubly on said hub-member 28, there being interposed between said wheel and annular hubniember a` roller-bearing device 30 adapted to vniaintain'them in concentric and laterally-'fixed relation to each other. At one j side ofthe wheel k29 there is pivotally mounted on the axle26 a bell-crank 31 having a forwardly-extending arm which is connected by a rod 32 with the annular hub-member 28. To the laterally-extending arm of the bell-crank there is pivotally connected a block 33`having a threaded opening` through it,` and into 'said threaded opening there is screwed the threaded front end-portion 34 of the steeringshaft 14. By rotation of the hand-wheel 15'and shaft 14 the block 33 is moved longitudinally of said shaft, thus turning thebell-crank about its pivotal axis on: the axle 26 and moving' the connectingroid 32 laterally, which swings the hub-memi ber 28about its vertical pivotal axis and turns the wheel 29to any desired angular relation to the frame. The steering mechanism is more fully described, and is claimed, in my companion application for patent thereon, filed July 27, 1916, Serial No. 111,640. It may be here noted, however,4 that the steering-wheel 29and driving-wheels 23 and 24 are of the same diameter and all'relatively'large, thus adapting the machine` for easy movement over rough and irregular surfaces; that the forward thrust of ,the driving-wheels is transmitted in a direct horizontal line to the center oraxis ofthe steering-wheel; and

that, inthe describedconstruction, there is not'the tendency to cause torsional stresses in the frame such as are occasioned by the use of a small steering-wheel mounted in a fork or caster and swingable about an axis inclined to the frame. Y

"The crank-case of the engine 35 is providedV with laterally-extending arms 36 which rest upon and are secured to the side'-4 bars 1 of the frame', the axis of the engine crankshaft 37 extending horizontally slightly abovethe planes of the axes of the driving and steering wheels, and in longitudinal alinement'y with the transmissionshaft 20. On the front end ofthe crankshaft is a bevel gear 38 which meshes with a like gear 39 carried on a transverse shaft 40 journaled in an upward extension of the cross-beam 5. The end of the shaft 40 is adapted for engagement with a suitable crankfor use in starting the engine. The radiator 41 is mounted on the cross-beam 5, and suitably Aconnected with the waterjackets of the engine-cylinders. On the rearward end of the crank-sha'ft? there is secureda coupling-member comprisingl two oppo,sitely-extendingV radial arms 42, and on the front end of the transmission-shaft 20 there is a like coupling-member having arms 48 which extend at right angles to the arms 42. The outer ends' of the arms 42 and 43 are connected 'to each other by resilient tension-'bars 44', as shownin jFig. 7, the connection'being s uch that by a slight bending of l said bars .44 a certainlongitudinal movement of the transmission-shaft is permitted. On the rearward end ofthe transmissionshaftA is carried the friction-plate 45, -of

which the rearward surface is e-ngageableby I theperiphery Vof the friction-wheel 46. The latter is secured on a cross-shaft 47 by means of a long key or spline, so `as to be slidable longitudinally thereof. The cross-shaft '47 is jour-naled Iin bearings 48 formed in upwaidly-extended end-portions ofthe crossbeam 6.V lOn one end of the shaft 47,v outside the bearing, there is secured a flan ged p ulley 49, and on the other end of the shaft a pinion 50 is secured by means of a pin51. Said pinion' `50 meshes with a gear` 52 which is mounted revolubly on a stub-shaft 58carried on the adjacent portion of the frame. VA pinion 54 is secured to theouter side of said gear52, and meshes with the bull-gear 25, from which power is transmitted through the differential-gear device tothe driving;- wheels. u

' The friction-wheel 46 has a long annularly-channeled huby which passes revolubly through a box `55, the latter fittingin Athe annular channel of said (hub being ixedly connected with ashifting-lever comprising a portion 5 6 'extending rearwardly from 'the box, a portion 57v extending upwardly from the end of the horizontal portion, and a handle 58 extending. laterally from the upper end of the vertical portion, adjacent tothe drivers seat 1'?. The horizontal part 56 of the shifting-lever passes beneath the notched lower edge of ahorizontal bar 59 which hasl integral vertical portions 60A extending down andu secured to the rear frame-member 2. A tongue-piece 61'is` secured to the leverand'is adapted to enter the notches of the bar 59 to retain the lever in' fixed transverse relations tov the frame,^and said tongue 61 mayv be inserted in and withdrawn from the notches by moving the lever pivotally about the axis'of the i crss-shaft47'. Movement ofthe frictionwheel 46laterallyalong the shaft 47 is ef# fected I "byA disengaging the lever from the notched barand then merely pushing or pulling the lever in the direction that is desired to move the wheel. The pivotal movements of the shifting-lever, necessary `to insertthe tongue 61 and withdraw the same .from the notches in the bar V59, are employed to automatically move the friction-plate 45 into and out of operative engagement with the wheel 46, so' that said plate and wheel cannot 'be operatively engaged during the lateral shifting of the wheel to vary the speed-ratio of the transmission mechanism. The connecting mechanism between the shifting-lever and the friction-plate is con structed as follows: v

Adjoining the `inner end of one of the bearings 48, the hub 62 of an arm 63 is mounted pivotally onthe shaft 47, the arm extending downwardly from the shaft and a collar 64 beingsecured to the shaft adjoining the inner end of said hub 62, to prevent movement of the' arm laterally along the shaft. On the lower part of the box 55 are lugs 65 between which the head of a toggle-bar 66 is held by means of a suitable pivot-pin. A head at the opposite end of said/toggle-bar 66 is connected 'with `the forked lower end of a second toggle-bar 67,

and the forked upper end of the latter toggle-bar is pivotally connected with the arm 63,: as shown in Fig. 3. Said toggle-bars form a foldable, torsionally-rigid connecting'm'eans between the box 55 and arm 63,

andcommunicate to said arm any pivotal movements of-'the box and shifting-lever. about the axis of. the shaft, butfpermit free vmovement'o'f the shifting-lever, box 55 and `friction-wheel along the shaft 47. From the lower end of the arm 63" a connecting"- r'od 68 extends forwardly to an arm 69 on asmall cross-shaft 70 of which the ends are journaled in thestrut-plates S. Arms 7l on said shaft 70 are connected by rods 72 lwith the `ends'of crank-arms 73 mounted lpivotally on horizontal studs 74 which are.

carried vby lugs'or bosses 75 extending out laterally from' the' rearward part of" the bearing 19 of the transmission-shaft. The

crank-arms 73 are integral with eecentries 76 of which the outer ends are threaded to 'receive a fianffe-c0llar 77. as shown in Fie'. 6.

On the e'ceentrics are disposed miller-hearings 7 S which support revolubly the.l pressuredvlreels 79. The eccentrics are retained on tliestud's 74 by means of nuts S0 screwed and tendingto raise the same up into engagement with the notched bar Whenthe shifting-lever is pushed downwardly, as indicated in Fig. 4, the respective parts move in the opposite directions, and the ec. centrics 76 are turned so as to withdraw the pressure-wheels from the friction-plate. The pressure of the wheels 79'upon the frictionplate moves the same axially far enough to cause a proper operative 'engagement between the rearward surface of the plate and the periphery of the, friction-wheel 46, and, when the pressure ofthe wheels 7 9 is removed, the plate and transmission-shaft are pulled forward'slightly by the resilient bars 44 of the coupling device between the transmission-shaft and crank-shaft of the engine, 'so that the friction-plate and wheel are disengaged. A V Y It will be noted that the workinglpressure vbetween the friction-plate and wheel i is caused by, and is thus proportional to, the tension of the spring82, so that by suitably proportioning the spring said pressure may he uniformly such as to give the greatest efliciency of operation. The location of the 'pressure-wheels 79 is such that they receive the entire thrust of the wheel 46 against the friction-plate,`thereby preventing any tendency thereof to cause binding and excessive friction in the transmission-shaft liiearing, or to so move the friction-plate that its surface will not be parallel with the axis of the cross-shaft 47 In the illustrated structure, forward `movement of the vehicle is caused when the friction-wheel is set to the left of the center vof the friction-plate. and reverse or hackward increment of the vehicle is caused by setting the frictioli-wheel to the right of the center of the friction-plate; At the central or neutral position of the shifting-lever, the tongue 61 is engageable in a shallow notch d lin the bar 59 to retain the lever in said position, but the depth of the notch f/r is not such that the lever can he raised far enough to cause or permit engagement of'the frictionplate and wheel. As it is never desirable to drive the machine at full speed huekvva'rdly, a part of the space iuto which the wheel 46 might be moved to Itheright of the central position, is utilized for al foot-hoard S3 which is disposedatfa suitable distance below the'iseat 17', the rear endof the board being` supported on the bar 59 and the front end 0n a bracket attached to the archbeam 11.

A draw-bar 84 is pivotally connected with the central part of the bottom-plate 9, and therearWai-d part of said draw-bairests slidably upon a `guide-plate 85 arranged beloW the cross-beam G, as shown.

I contemplate the use, in some cases, of two o-r more of the described tractors arranged in tandem, the draw-bar 84 of the front machine being suitably coupled, as by a chain, with the eye formed by the U-strap 4 at the front end of the rear machine. lVhen so used, the fiexibility of speed-variation of the transmission mechanism will enable the t-Wo machines to be driven in unison.

For using the machine as a power-plant in the operation of stationarily positioned. machinery, the pin 51 is removed and the ypinion 50 taken off the cross-shaft 47, after which the pulley 49 is connected by belt With the machine that is desired to be driven. Vhen so used, the cross-shaft 47 and pulley 49 may be driven at any desired speed by suitable adjustment of the frictional transmission devices. The pulley 49 may also be einployed as a rope-drum for use in hoisting operations and the like.

Now, having described my invention, what I claim and desire to secure by Letters Patent is: v Y

l. In a machine of the class described, speed-changing transmission mechanism having a driving shaft, a friction-plate carried on one end of said shaft, and a friction- Wheel engageable by said friction-plate, pressure-Wheels engaging said friction-plate at points axially opposite those engageable With the friction-Wheel, eccentrics on which said pressure-Wheels are revolubly mounted, and means for turning said eccentrics to move the pressure-Wheels and press the friction-plate axially toward the friction-Wheel.

2. In a machine of the class described, the combination With a friction-drive speedchanging transmission mechanism having a driving shaft and a driven shaft extending at right angles to each other, afriction-plate carried on one end of the driving shaft, and a friction-Wheel mounted slidably on the driven sha-ft and engageable With the friction-plate, of eccentrics mounted on axes parallel with the driven shaft adjacent to the periphery of the friction-plate, pressure- Wheels mounted revolubly on said eccentrics, means for turning the eccentrics to move the pressure-Wheels and friction-plate toward the driven shaft to operatively engage said plate With the peripheral portion of the friction-Wheel, and means for moving the driving shaft longitudinally to disengage the friction-plate from the friction-Wheel.

3. In a machine of the, class described, the

combination fwith a friction-drive speedchanging transmission mechanism having a rotatable and axially-movable friction-plate, a shaft parallel with the plane of rotation of said friction-plate, `and a friction-Wheel mounted slidably on said shaft and having thereof by Which the lfriction-plate is en- Y gaged With the friction-Wheel.

4. In a machine of the class described, ythe combination with friction-drive speedchanging transmission mechanism havinga revoluble and axially-movable friction-plate, a friction-Wheel engageable peripherally by said friction-plate, and a shaft on which said friction-Wheel is mounted slidably so as to be movable radially of the friction-plate,V of shifting means for sliding said friction- Wheel along said shaft, said shifting means being movable With the Wheel longitudinally of the shaft and also movable pivotally. about the axis ofthe shaft, means for moving the friction-plate axially to engage and disen-` gage the friction-Wheeha pivote-d arm connected With and controlling said means for moving the friction-plate axially, and means extensible longitudinally of the friction- :Wheel shaft and connecting said arm and the shifting means so that', pivotal.v movements of the shifting means areV communicated to the arm. Y I ,i

5. In a machine-of the class described,tl1e combination with a friction-drivespeedchanging transmission mechanism having a revoluble and axially-movable frictionplate, a friction-Wheel engageable `by said plate, and a shaft onV which said friction- Wheel is slidable to vary the position thereof radially of the friction-plate, of a member with which said friction-wheel is revolublyy connected so lthat .said member is movable pivot-ally about the axis of the,l shaft and also movable longitudinally of the shaft to slide the Wheel along the same, an arm pivotally mounted on the shaft and held in fixed longitudinal relation thereto, foldable torsionally-rigid means connecting saidniember and said arm, actuating means for moving the friction-plate axially to operatively Vconnect .and disconnect the same and vthe friction-Wheel, and means connecting said actuating means and said pivoted arm.

6. In a machine of the class described, an engine-shaft, "a transmission-shaft j ournaled in longitudinal alinement with the'engineshaft, a coupling device between seid shafts tending to retain the transmission-shaft in fixed relation to the engine-shaft but yieldable to enable longitudinal movement of the transmission-shaft, a friction-plate carried by the transmission-shaft, a friction-Wheel of which the periphery is engageoble by the friction-plate, a transverse shaft on which the friction-Wheel is slidably mounted, pressure-Wheels engaging one side of the friotion-plate near the outer edge thereo1 and Copies of this patent may be obtained for five cents elined horizontally with the transverse shaft und frotionwvheel, yielding Ineens tending to move said pressure-wheels horizontally to press the friction-plate into operative e11- ga-gement With the friction-Wheel, and Inanually-oontrolled inter-connected means for moving said pressure-Wheels away from the friction-plate and for sliding the friction- Wheel along the transverse-shaft.

LEE C. SHARP.

each, by addressing the Commissioner of Patents,

Washington, D. C. 

